What do you know now that you didn't know when you got your ticket?

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coma24

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coma24
A spirited discussion in another thread got me thinking about things I've learned over the years. I realized I had never really thought about it.

So, what things have you learned, particularly things which aren't in the regs, since you got your ticket?

Here's what I've got, no particular order:
- filing direct is actually ok in the majority of the country, although I still can't bring myself to do it (IAF for the win!)
- ATC never issues cruise clearances
- ATC never issues through clearances, if you ask for one and the controller is under the age of 150, they probably won't know what it is.
- asking for VFR on top will either yield crickets or a rapid fire short range clearance depending on where you are
- picking up your IFR in the air is ok in most parts of the country, but is a capitol offense in New York Tracon
- ATC doesn't know or care about feeder routes
- ATC often still doesn't know that HILPT's are required in many cases unless they clear us for the straight in, but they're getting better :)
- if you have a feeling that ATC isn't expecting you to fly the HILPT even though the regs require it, you're probably right
- ATC frequently works many enroute positions/freqs at once
- ATC can change which transmitter they're using even for a given freq, so just because you hear them broken talking to another plane, don't panic, the call they make for you might be 5x5. Mostly applies in quiet parts of the country
- if you can fly fast on your approach, they love you long time at busy airports (kinda knew that coming into it, but confirmed after a bunch of r/w flights)
- listen carefully at joint-use bases with military traffic. The jets are normally on UHF, you won't hear them. Don't be steppin' all over 'em.
- ATC is awesome, they'll help you out with weather avoidance as much as possible
- ATC either isn't aware, or thinks you're not aware of how TAA's work on RNAV approaches. That's ok, just accept the crossing restriction even if it's superflous and move on
- if you want an approach that isn't in use, request it efficiently when you check in with the ATIS. Don't list 500 approaches in a row, nobody cares after the second one.
- you don't have to completely ignore physical sensations when you are flying. If your body tells you that something just changed (pitch, bank, etc), then it probably did, but you still gotta scan to confirm
- turbulence that results in a yawing moment can give you vertigo. Stick to the scan.
- brevity is the mark of a professional. Listen to student pilots check in, then listen to a Part 135 crew.
- if you want a runway that isn't in use, ask for it. Did this at sunset going into KCRQ, couldn't see a thing for 24. Circled for rwy 6, locals had to wait (briefly).
- Vectors to final will end with a 20 or 30 deg intercept (unless the winds are CRANKIN'). Stop being so surprised by the heading, you should know it before they say it. (knew this one before the checkride, but figured it was worth a mention)
- You can get away for a long time not flying SIDs until you fly out of an airport which issues them as SOP. Learn to fly SIDs so you're prepared (not new, but again, worth a mention)
- ATC is awesome. Everywhere. They put up with a lot, and they're awesome.
- don't suck on the radio, be forgettable. Everyone will appreciate it.
 
I didn't know how to do self-service fuel when I got my license 13 years ago. Just wasn't something the instructors taught.
 
I've gotten a cruise clearance before. (Within past few years) But not anywhere near the mess that's the northeast corridor.
What I didn't know when I got my ticket is that the clearance clears you through all Bravos along your route.
 
What do I know now?
  • Tailwinds are a purely theoretical concept; even on a return flight the same day. :(
  • There are at least 3652 different hot starting techniques for fuel injected aircraft engines. Only one will work on your engine. Good luck. :cool:
  • If you leave the plane with half tanks at the end of the last flight, you'll need full tanks for the next one. If you top off the tanks after the last flight you'll wish you only had half tanks for the next one. :p
  • Learning to fly a taildragger late in life is harder than when you're 19. :confused:
  • The only way to resolve the eternal unresolved emotional conflict :mad: every pilot has about low-wing vs high-wing...is to own one of each. :)
  • Or just buy a Bo and be done with it.;)
  • Using the phrase "with you" when talking to ATC is no longer cool, if it ever was. :oops:
  • The only thing pilots agree on (I think :rolleyes:) is "Airplane!" is the funniest aviation movie ever. :D
 
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with_you.png

That one, apparently, made the rounds and has been discussed in a few places :)

I admit that I started the "and also with you" response when controlling on PilotEdge to drive home the point to new students that they didn't need to say it and that their altitude would be a whole lot more helpful.

The perfect storm is, of course, "THIS IS Cessna Skyhawk November 1 7 2 Sierra Papa, checkin' in with ya...." like he's reading the morning traffic from Chopper 4.

Your tailwind line is gold. I've had headwinds both ways, but I've also had tailwinds both ways on multiple trips.
 
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The most fundamental learning moment...

When I realized the only constant for every flight I ever completed or ever will complete is me and the best ROI for improving safety is investing in myself. This realization is also what allowed me to finally define my professional standards 100% internally. I no longer looked to outside standards. It made my standards always higher than any standard imposed on me. Also empowered me to say no when other people try to make decisions for me.

Just one of many lessons learned
 
MtPJimB said:
I didn't know how to do self-service fuel when I got my license 13 years ago. Just wasn't something the instructors taught.
Click to expand...

Doesn't matter. The only standard is that they are all different. ;)
 
Bonanza isn't just a TV show.

Crosswind short field landings with trees on all sides suck.

Planning a VFR 3-5 day trip of more than 500nm, over 1 month ahead has a 11% chance of actually happening.

The engine will now always seem to run rough over water, but only because my 82yr old copilot said it with a straight face and freaked me out.

I need o2 around 11k.

It takes forever to get down from 16k.

If there's a Zombie Apocalypse I'll never get the door open.

Coyotes chase planes.

ADSB IN wx delays deserve caution.

Flying a pattern backwards feels weird (and the pilot feels dumb).

You can actually rotate a wing to help rig it to fly level.
 
The tech world and the aviation world operate an two completely separate calendars.
 
Aim for perfection and complete knowledge... but realize you'll never attain it and don't beat yourself up along the way.
 
chemgeek said:
You can't start your IR training too early.
Click to expand...
Wait, does that mean that you shouldn't start your IR training too early? Or does it mean that too early to start your IR training is a condition that does not exist?
 
asicer said:
Wait, does that mean that you shouldn't start your IR training too early? Or does it mean that too early to start your IR training is a condition that does not exist?
Click to expand...
Yes.

In all seriousness, if you've passed your PPSEL checkride, I can't imagine a circumstance where beginning IFR training could possibly be a bad idea. To rephrase, "It's never too early to start your IFR training." I mean, if it was, why would they make some introductory hood training part of the standard PPSEL training?
 
SIDs- Many years flying Mideast IFR before I got one just a few weeks ago from an airport I frequent often. My clearance read back was rather crappy. Then I fumbled programming the magenta line. :( Off the ground then cleared direct.
 
Initial Fix, that backs up one of the items in my initial post:
- You can get away for a long time not flying SIDs until you fly out of an airport which issues them as SOP. Learn to fly SIDs so you're prepared (not new, but again, worth a mention)
Click to expand...

chemgeek said:
You can't start your IR training too early.
Click to expand...

So, not before 9am? :)
 
asicer said:
Wait, does that mean that you shouldn't start your IR training too early? Or does it mean that too early to start your IR training is a condition that does not exist?
Click to expand...

new private pilots starting instrument training right after they get their certificate is too soon. Yes, we do it in the 141 training world everyday, but it is far from ideal. You can’t buy experience.
 
Clip4 said:
new private pilots starting instrument training right after they get their certificate is too soon. Yes, we do it in the 141 training world everyday, but it is far from ideal. You can’t buy experience.
Click to expand...

Agree - go out and experience being a VFR pilot for six months and your new sky freedom. Work your comfort edges a bit and then go into IFR.
 
1. As an owner, I'm not allowed to fix that corrosion or broken wire on my airplane.
2. If you don't like the bumps, don't buy a Cherokee.
3. Don't get cocky and think you know everything because you don't.
4. There are certain engine noises that only happen at night.
5. Don't wear shorts and a tee shirt on your flight to Flagstaff in May - it still snows in May.
6. The engine on your Cherokee is supposed to look like that.
7. No matter what you fix, your airplane will not like it and break something else.
8. You will never be finished improving your airplane.
9. Take whatever you think that new part will cost and multiply it by at least 5.
10. Just because you greased that landing, you probably won't the next one.
 
Timbeck2 said:
1. As an owner, I'm not allowed to fix that corrosion or broken wire on my airplane.
2. If you don't like the bumps, don't buy a Cherokee.
3. Don't get cocky and think you know everything because you don't.
4. There are certain engine noises that only happen at night.
5. Don't wear shorts and a tee shirt on your flight to Flagstaff in May - it still snows in May.
6. The engine on your Cherokee is supposed to look like that.
7. No matter what you fix, your airplane will not like it and break something else.
8. You will never be finished improving your airplane.
9. Take whatever you think that new part will cost and multiply it by at least 5.
10. Just because you greased that landing, you probably won't the next one.
Click to expand...

What corrosion of broken wire? ;)
 
Pugs said:
Agree - go out and experience being a VFR pilot for six months and your new sky freedom. Work your comfort edges a bit and then go into IFR.
Click to expand...
I'm mixing up IFR training and VFR cross-countries for fun. I think it keeps me learning and maintaining VFR skills. I have 98 TT and 20 hrs under the hood so far, enjoying every moment.
 
MacFlier said:
I'm mixing up IFR training and VFR cross-countries for fun. I think it keeps me learning and maintaining VFR skills. I have 98 TT and 20 hrs under the hood so far, enjoying every moment.
Click to expand...

A sound strategy as well. Key is some alone time to learn and experience.
 
Timbeck2 said:
1. As an owner, I'm not allowed to fix that corrosion or broken wire on my airplane.
2. If you don't like the bumps, don't buy a Cherokee.
3. Don't get cocky and think you know everything because you don't.
4. There are certain engine noises that only happen at night.
5. Don't wear shorts and a tee shirt on your flight to Flagstaff in May - it still snows in May.
6. The engine on your Cherokee is supposed to look like that.
7. No matter what you fix, your airplane will not like it and break something else.
8. You will never be finished improving your airplane.
9. Take whatever you think that new part will cost and multiply it by at least 5.
10. Just because you greased that landing, you probably won't the next one.
Click to expand...
As an owner of an Experimental, I'm absolutely allowed to fix that corrosion or broken wire on my airplane. :)
 
MtPJimB said:
As an owner of an Experimental, I'm absolutely allowed to fix that corrosion or broken wire on my airplane. :)
Click to expand...

Well if the thread was titled: "What does Jim know now that he didn't know when he got his ticket?" it would have never come up. ;)
 
coma24 said:
View attachment 78519

That one, apparently, made the rounds and has been discussed in a few places :)

I admit that I started the "and also with you" response when controlling on PilotEdge to drive home the point to new students that they didn't need to say it and that their altitude would be a whole lot more helpful.

The perfect storm is, of course, "THIS IS Cessna Skyhawk November 1 7 2 Sierra Papa, checkin' in with ya...." like he's reading the morning traffic from Chopper 4.

Your tailwind line is gold. I've had headwinds both ways, but I've also had tailwinds both ways on multiple trips.
Click to expand...

Outdated now. We don't say "and also with you" anymore. Its now, "and with your spirit."
 
How to fly through a cloud.
In a car, you go over a bump slowly. Same thing for bumps in the air.
Happy wife, happy to let you keep the plane.
If you’re enjoying that tailwind, you’ll really enjoy that crosswind at some point in the procedure turn or hold.


Sent from my iPad using Tapatalk
 
Before I started flying I thought flying would be a good way to make a lot of money.

I now know that flying for someone else makes them a lot of money.
 
This I now know for sure, there is still a ton I don't know and fortunately it is a subject that is a blast to learn.
Flying is the ultimate Journeyman's Trade.
 
asicer said:
Wait, does that mean that you shouldn't start your IR training too early? Or does it mean that too early to start your IR training is a condition that does not exist?
Click to expand...

The sooner the better, especially now that the experience rules are more relaxed. I should have started as soon as possible, instead of waiting a couple of years.
 
ATC are absolute dog ish at wind correction and your ground track is all that matters to them, and how they are always vectoring you. If winds are strong, you may get dropped right on top of a FAF, so speak up if that is happening and you are using magnetic instead of GPS on your DG.

ATC can and do miss traffic. If you are VMC, keep your eyes looking out.

Every airplane has different power settings. Learn them. They change with wind.

If ATC says "what speed can you give me" and you are in a complex plane, give them your gear speed, not what you think you can slow down from. It will basically always be fast enough.

ATC are great, but they screw up too. Don't be afraid to call them, on the ground, and offer constructive criticism. They appreciate it and no one is getting in trouble for it, as long as they didn't have an OE.

Unable is a magic word. Don't let anyone bully you.
 
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